Rotary dump for cars.



L BWRER & L N.ZERN.`

ROTARY DUMP FOR CARS.

APPLlcArioN FILED APR.18. |911.

. ,277,836. aieni'ed Spt. 3, 1918.

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WITNESSES J. BIEHER & E. N. ZERN. ROTARY DUMP roR CARS. APPLICATION FILEDAPR. I8. l9|7 1,277,836, j Ratendsept. 3,1918.

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APPLICATION. FILED APR. Is. I9I1.

Patented Sept. 3, 1918.

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annessa implication, filed April lf3, 1917.

To all when?, t may concern:

Be it known that We, Josnnn Binnen and I Enwann lil. Zaan, both citizens ot the United States, residing at Morgantown, Monongalia county, West Virginia, have invented a new and useful Rotary @ump for Cars, ot which the following is a full, clear, and exact deL scription, retercnce being had to the accompanying., drawings, forming part of this-il" spccilioajtion, in which- Figure 1 is a View partly in side elevation and lpartly in vertical section of a rotary dump embodying' our invention. l

Fig. 9; is a view of the same partly in' top plan and partly in horincnhilI section.

Fig. 3 is an end view looking from the right hand end of Fig. 1, and p'ailtlyrhroken away. t `l Fig. 4 is ay plan. view of one of the shiftable tracks.

Fig. 5 is a side view of the same, partly broken away. n

Fig. 6 is a section on the line V'l.-VI of Fig. 1;

Fig. 7 is a detail Sectional View of the dash-.pot arrangement, and

"igt 8 lis a detail sectional view of the automatic controlling,- valve.

Our invention hasrelation to rotary dumps for ears, such, for instance, as are used at coal tipples and similar places.

Our invention is designed to provide a gravity operated dump which is simple in its construction, and reliable in its operations` and by means of which a car may he dumped for each 180 degrees of rotation. The invention also provides a dump of this char-y acter having mean?,I of in'iproved character for controlling1 the dumpingy movement.

'Also means of improved character tor properly holding the cars in dumping position, whereby the twisting strains on the cars and axles are greatly reduced.

The nature of our'inrention will ahe liest understood by reference to the :weonipanying drawings in which we hare shown the preferred embodiment thereof, and which will now be described. it being premised however7 that various changes can he made in the details of construction. arrangement and combination ot the several parts without departing from the spirit and scope et our invention as defined in the appended claims. 4

1n these drawings the numeral 2 desigtpeclcation cf Letters atent.

Patented Sept, i913.

Serial No. 1629,35@

nates the end frames or circles of the rotary dump which are rigidly secured to a central shaft or axle 3 journaled in suitable vlixed bearings The end trames or circles 2 are suitably connected by means of longitudinal members 5 and braces 6. They`are also connectehhy theA cent 'al hollow frame structn'r'e consisting of the transverse beams 7,

theconnccting structures 8, and the longitudinal beams 9.

l() designates longitudinally extending angles which are secured .to the struts 11 and which hold the car while being dumped. 12 designates strengthening plates at the ends of the structure.

13 designates track rails which are mounted in pairs upon opposite sides of thecentral the frame structure 7, both sets of rails being oil-centered with respect to the aXis of the zentral shaft 3. and this o-centeripg being in opposite directions for the two sets of rails. These rails, together with guards 14 which are preferably employed, are rigidly secured to a series ot cross ties 15. Each track structure 'formed by the rails 137 the guard rails` 14 and the guides 15 is suitably braced, as indicated atlt, so as to form a. rigid structure capable of a limited lateral sliding movement on the longitudinal beam i). Vertical displacement. of the track structures is prevented by the angles 17 and tieengaging blocksI 18 secured by said angles and engaging the end cross ties in a manner te permit said ties to slide in the direction of their length while holdingA them to their seats on said frame 7. The lateral shitting movement ot the track structures limited hy the angles 19. These angles are secured to the cross-ties l5, and engage the flanges ol' the longitudinal liean'is 8 when the track structures shift to their extreme positions.

20 designates a lixed curved 2aguardfor shield for directin r and confiningzthe discharge of the coal or other material 'as it is dumped from the ars rl`he dump is stopped and held in its proper positions for receiving cars thereon by suitable stop means, such as the latch Q1 on the lupper end ot a har which is pivoted at 24 to a follower at is lower e'nd portion. The t'ol1 lower 23 is slidahly seated in a yoke countcrweighted at 2G. 27 is a spring which is seated between the follower and the upper portion of the yoke. 28 is a catch or trigger pivotcd to the bar below the latch Q1, said catch and latclrbeing adapted to engage the locking projection ZSa on, the slde longitudinal nlelllbers t) of the rotary dllnlp structure. The action ot' the ccunterweight :2o 'normally holds the har 22 and latch 21 in position to engage one ot' the projections 2S alld tllcl'ehy stop the dlllllp witll its tracks ill horizontal position alld ill alinemelltA with "the iixed approach tracks QS. The. catch then acts to positively hold tllc. dulllp ill tllis position. When it is desired to make a dumping operation the latch is wlthdrawll by llleans of the connections 30 operated bythe hand lever 31.

In order to properly control and regulate the dumping nlovelllent` we provide a suitable retarding device. This is preferahly in the nature ot' af dash-pot and is .shown as consisting of a cylinder 32 having therein a .piston 33 whose rod 2H is connected atits upper end by a lilik 35 with a wrist pin Z-t on a crank arlll or plate 3T fixed 1n one end otl the central shaft 3 (see Fig. 1). The elld portions of the cylinder 3;). above and below the piston are connected by a bypass 3S having therein a hand regulating valve 39 and also an autolllatic regulatlng valve 4t). The cylinder 32 is designed to be. filled with oil or other liquid which may be .supplied from a suitable container 4l, and the general flow of this liquid from one side ot the piston to the other can he regulated hy the hand valve 35) to thereby control the rapidity, ot' the dulllp'ing movement. This is further controlled by the automatic valve l0, whose stem l2 is connected with an eccentric strap 43 working on an eccentric it on the sllat't 3. The valve 40 is shown as havingl a port opening:l therein consisting of the larger end portions 45 connected by a relatively narrow slot 4G. The eccentric ll is so set that at the start ot' each nlovelnellt. ot the rotary dulnp one of the enlarged end portions 45 of this port will be in line with the passage ot' the luy-pass pipe 38, thereby ,giving a free initial dunlpilngr movement. .ts tllis movement proceeds, the narrow portion lli ot' the -slot will come in line with the passage in the b v-pass pipe, thereh v restrictin; r the flow of liquid and preventin r too rapid movement of the dump during: that part ot' its movement in which tlul weisfht of the car is lnost effective in producingl the movement. Toward the end ot' the dumping: operatioll the other larger end-portion of the valve port will collie into operative relation. thereby insuring the free movement of the dlllnp to its full dumping position.

--llle operation will he readily understood. car to he dunlped is run illtothe dulnp ,V ontlle upper tracks. as shown in dotted lilies il-l Fie'. 2l. and isv lstopped in 'proper' position thereon 4by any suitable means such as de- 08 pi'essii-nlsgt;in^tlle vrails and vwhich are engaged by the pair of wheels. The latch releasing levell 3l is then operated to release the latch and the weightI of the car will then start the dumping` nlovelllent in the direction otl the arrows. Figs. 3 alld G, by reason of the otlcentcring` of the tracks in this direction. As the dlnnp collllnences to turn the upper tracks will slide laterally until the car is stopped by the angles l() at that side. Ii" there is all empty car which has heen previously dumped in position on thel lower tracks, as is indicated ill Fig. 3, this car will lle carried up by the weight of the loaded car which is being dulllped, and the lower pair of tracks will he, during this Imovenlent, shifted back to their original position. The rapidity ot' the dlnnping nlovelllent is controlled in the manner before described.

The feature of the shiftable tracks is one of considerable importance in the operation ot' the dulnp. Generally, heretofore. in rotary dumps the car is held by the wheels in dumping. That. is to say,'an angle is placed at such a height. on' the dump that the car wheels pass under it in going into the dump, and in the rotating movement the width ot the angle is suflicient to catch the flanges ot' the wheels and prevent their dropping. This practice is open to serious objections in that, tirst, the strain is all taken by the car axles, causing these in time to Awork loose; and, second, the car is subjected t0 a severe twisting.y strain during the til-st part of the dumping.: movement, the wheels on one side of the car pressilnglr against the angle, While the wheels on the opposite side are resting on the rail. This twistingr ceases only when all the wheels are ott' the rails and pressing against the angles. In other forme of dulnps, angles are riveted to the sides of the car and which pass under similar angle irons riveted to the dunlp. In other constructions the. car is held by angle irons fixed on the dump at such height that the top of the car sides will pass direct-ly beneath, as in the arrangen'lent of angles which we have shown. In all. of these arrangements, however, with tixed tracks, severe strains are thrown upoll the car trucks and car bodies. These strains are very greatly reduced by the provision of the shiftable tracks. While we prefer to place the angles so as to engage the upper edges of the sides of the car as shown in Fig. 3, they may be placed in any position known in the art, in case there should be undue interference with topping of the cars, such as is practised in sonic regions.

The duplex feature of the dump, making itpossible to dump one car for each l155() degrees ot' rotation also greatly increases the lapac'ity of the dump. While .we do not limit ourselves to the particular controlling means which we have shown and described,

' before described.

the particular means described are pecnliarly effective. Since the dump is essentially' a gravity one, and ythe'car is placed oil-center as it enters the dump a. very rapid rota-tion would take place if some means .were not devised to prevent it. The cylinder may be kept constantly filled with oil from the container 4l, and the supply pipe leading from this chamber maybe provided with a check valve, as indicated at i8, to prevent the return of oil to the container.

`Thelhand valve 39 `may be arranged to be opera ed from any suitable point, and when the right regulation is attained is left in the adjusted position, the, auxiliary automatic valve then operating Y rI"he device for stopping ythe dump is necessary in order that the dump stop at u.

proper definite position to facilitate the passage of cars onto and oli' from the duni). We. do not, however, limit ourselves to the particular device which we have herein shown and described` since obviously there, are many devices of this character which may be employed. The particular construction of the dmnp frame which we have herein shown and described is also not essential to o-ur invention, since va proper frame can be constructed in various ways.

lVe claim: i

l. A rotary dump Yfor cars, comprising a central shaft, a frame rigidly secured to said shaft andhaving upper and lower car supports which are oppositely offset with in the 'manner respect to the axis of said shaft, a crankv member on said shaft., and a dashpot device connected to said crank member to exert a ,controlling and regulating action on the dumping movement ot` said frame; substantially as described. Y

2. A rotary dump for cars, comprising a central shaft, a frame rigidlyA secured to said shaft and having'upper and lower car supports which are oppositcly offset with respect to the axis of said shaft, a cranl member on said shaft, and a dash-pot devic connected to said crank member to exert n controlling` and regulating action on the dumping movement of said frame, said crank lit)V member and dash pot device havingmeanl whereby the resistance exerted 1s least dur-f ing the beginning and end, portions of each half rotation of the shaft; silbstantially'as JA rotaryvdump for cars,"cmprisingfa central shaft, a frame igidly'-secured to said shaftand having upperan'd lower Car supports which are oppositelv offset with respect to the axis of said shaft, a dash-potv operatively connected to said shaft, and having a by-pass connecting its opposite end'portions, a valve in said by-pass, and means for actuating said valve yas the Said;A

shaft and fraine'are turned, said valve hai-ff s@ frame, a bypass' around said pistm val'vv: 7?

means Acontrolling the by-pass, said valvemeans consisting of a main lia-nd valve,van'dy an auxiliary automatic valve having an 2.o-, tuating connection with the dumping frame and having a port provided with portions 30 at ditf'erent transverse areas, substantially as described.

ln testimony WhereoLwVe have hereunto set our hands.

JOSEPH antena.` v 4EDWARD N. Witnesses:

- C. R. JONES, lREX B. HERsEY. 

